Gwajin gwajin Mercedes C 350e da 190 E 2.5-16 Evo II: Oratorio don silinda huɗu

Mercedes C 350e da 190 E 2.5-16 Juyin Halitta na II sun hadu akan waƙa

Sau da yawa muna magana da rubutu kamar yadda duniyar motocin wasanni a wancan lokacin ta ƙunshi kawai nau'ikan nau'ikan silinda shida da ƙari. Gabaɗaya, to duk abin ya kasance mafi kyau fiye da yadda zai iya zama a yau. Ka ga, to, man fetur ba shi da tsada, kuma motocin suna dawwama har abada, da kyau, ko aƙalla sai injin na gaba ya canza. Shi ya sa muke dagewa, sau da yawa tare da kyawawan dalilai, muna zubar da hawaye a kan yadda ake rage yawan babura a cikin aikin rage girman. Wanene ya ba da zuciyarsa don ya lalata motar BMW M3 daga silinda takwas zuwa shida? Me yasa sabon Mercedes C 63 AMG ya ɓace lita 2,2 na ƙaura? Kuma me yasa babu champagne a ofishina? A lokaci guda kuma, mun manta cewa da yawa daga cikin jaruman masu ƙafa huɗu sun fara aikinsu da injin silinda huɗu.

Kuna tuna yadda sihirin gajarta 16V ya yi sauti a cikin 80s da 90s? Bawuloli huɗu a kowace silinda, wannan alamar keken motsa jiki mai araha a cikin injuna masu ban sha'awa kamar Opel Kadett GSI 16V tare da shugaban Silinda Cosworth. Ko Mercedes 2.3-16, wanda kuma masu tseren Ingilishi suka gyara. A lokaci guda, 2.3 bai kasance mafi kyau ba - ya bayyana a cikin 1990 tare da 2.5-16 Evo II da reshe na baya da nisa na benci na giya. Don haka, injin gajeriyar bugun jini mai lita 2,5 wanda ke gwagwarmaya don ƙarfin dawakai 235 a yawancin revs. Abin da adadi ga waɗannan lokutan! Kuma menene babban duels tare da BMW M3 - a cikin waɗannan shekarun lokacin da DTM bai riga ya ƙunshi dodanni aerodynamic da aka shirya kamar beads akan layi mai kyau ba. A lokacin, Evo II, iyakance ga raka'a 500, shine mafi girman nau'in silinda hudu na kewayon 190.

Abin alfahari da gicciye

Samfurin yana nuna wannan iko tare da babban reshe - wani abu kamar jarfa da wasu mutane ke yi a kugu. "A zamanin da bodybuilding, da Mercedes model ne quite a fili gabatar da duniya a matsayin wasanni mota da filastik halayen," Auto Motor und Sport ya rubuta a 1989 a kan lokaci na Evo I. Jiki a yau shi ne zamani. saman salon gyara gashi. Shi ya sa mafi ƙarfin silinda huɗu na C-Class zuwa yau ya zama kamar mai tawali'u a matsayin mawaƙin mawaƙa na coci. Ƙaddamar da mafi kyawun misali don naúrar wutar lantarki, ban sha'awa ba kawai a kwatanta da lokacin: 279 hp. da 600 nm. Ƙimar cewa Ferrari 1990 tb zai iya yin fariya a cikin 348 - kawai tare da ƙarancin 317 Nm. Duk da haka, yayin da duka biyun Ferrari da Evo II ke zuba iskar gas kamar Chianti a wani bikin aure na karkara a Tuscany, samfurin matasan Stuttgart yana da wadatar lita 2,1 a kowace kilomita 100. Bisa ga - dakatarwa - ƙa'idodin Turai.

Kwanciyar hankali kafin hadari

Ma'auni shine yuwuwar ƙididdiga bayan cajin sa'o'i biyu mai ɗorewa daga mashin bango. In ba haka ba, a aikace, ya kamata ku kasance a shirye don ƙimar daga sifili zuwa lita goma a kowace kilomita 100 - dangane da nau'in da tsawon hanya.

Kuma yanzu wasu jiragen ruwa guda biyu masu tauraron silinda hudu sun tsaya a matsayin abin tunawa ga zamaninsu na kera motoci a filin wasa na Portimão kusa da Faro, Portugal. A daya hannun, wani extroverted, gas-yunwa, da sauri-motsa dodo, a daya, wani babban eco-hybrid wasanni wanda zai iya yin komai sai saƙa. Na kowa ga na'urori biyu shine kusan lullube na tunani kafin farawa. A cikin 350e, wannan sakamakon ma'ana ne na harafin e, wanda ke nufin tuƙin lantarki. Motar lantarki mai siffa ta 60kW (82 hp) na aiki tare tsakanin injin konewa da watsawa yana ba da kewayon wutar lantarki mai tsafta mai nisan kilomita 31, wanda batir lithium-ion ke da ƙarfi tare da ƙarancin kuzari na 6,4 kWh. Ana iya samun tazarar cikin sauƙi tare da ɗan iska da karkatar da kai. A cikin duk yanayin wutar lantarki na tsarin matasan dual-clutch, C-Class yana jan abin mamaki a hankali, a hankali kuma tare da ƙarfin 340 Nm. Wakilin kwantar da hankali mai ban mamaki don cibiyoyin birane masu hayaniya. Wannan tabbas shine mafi kyawun sakamako mai daɗi na electromobility.

Duk da haka, zaman lafiya yana mulki tare da tsohon gani. A ƙananan revs da rashin jan hankali kwatsam, Evo na yawo a kan hanya tare da gunaguni mai natsuwa kamar kowace mota mai silinda huɗu. "Gudun da ba za a iya jurewa ba" shine tsohon kima na motar motsa jiki da wasanni. A lokacin, wannan ya yi kama da ingin wasanni. Domin a yau tsara, saba da karfin juyi na turbo injuna, haduwa da wannan cheeky Mercedes ne mai hankali, kamar mara barasa jam'iyyar. Tuni a 4500 rpm suka fara ba da abin sha - sannan Evo ta rera tsohuwar waƙar DTM ta wurin shiru da zafi. Aria mai tsokana mai cike da ruri, busa da hargitsi. A lokacin wasan kwaikwayo, matukin jirgin ya kusan yin tuntuɓe ta hanyar H-shift na yau da kullun, wanda aka bar kayan baya da gaba. A ƙarshe, kwalta yana cin wuta - ba shakka, bisa ka'idodin lokacin. Idan kun yarda da yadda kuke ji, kai Bernd Schneider ne, wanda ya zo ya ci Portimão. Aƙalla har sai wannan ƙasƙantaccen abu na azurfa ya fara leƙo asirin baya tare da fitilun LED ɗinsa.

Direban na'ura mai haɗaɗɗiyar toshewa daga nan sai ya yi shuru ya wuce iyakar watsawa ta atomatik don buɗe ma'aunin zuwa cikakken ma'auni kuma ya sanya injin turbo mai silinda 2,1 lita huɗu cikin wasa. Yanzu crankshaft yana lodi da wani 211 hp. da 350 nm. Ga duk wanda, la'akari da jimlar ikon 279 hp. yana zargin kuskure a cikin lissafin, mun tuna cewa motar lantarki ta fi karfi a ƙananan gudu, kuma injin yana da sauri. Don haka, duka na'urorin ba su kai iyakarsu a cikin gudu ɗaya ba.

Ynamarfafawa, ana raba su da shekaru masu haske.

Ko da lokacin 100-5,9 mph na 7,1 da 190 seconds yana aika C-Class da XNUMX zuwa duniyoyi daban-daban, kuma bambancin matsawa yana aika su zuwa galaxies daban-daban. Ba tare da ɓata lokaci ba kuma tare da ingantattun ɗabi'u, matasan plug-in ɗin da sauri ya wuce Evo, daga baya ya tsaya a wani kusurwoyi mai ƙarfi don sake haɓakawa tare da hana fita. Kuna son cire hular ku zuwa wannan kyakkyawan aikin injiniya daga Stuttgart. Kafin wannan nasarar da aka samu tsakanin tattalin arziki da wasanni. Kafin wannan, ana canza yanayin daga kai tsaye zuwa halayen motsa jiki mai laushi da kuma kafin haɗar yanayin yanayin ƙasa a cikin dabarun aiki na matasan. Kafin wannan ta'aziyya ... Abu daya da ke ba ku mamaki shine bugun jini.

Ya fi nutsuwa fiye da tsohuwar tauraruwa. Tare da kwararar iskar gas ɗaya, ya mamaye ka gaba ɗaya kuma a lokaci guda ya gagarar ka yayin da babban fenda na baya tare da tayoyin hayaki ke rugawa zuwa ciyawar Fotigal da ke kewaye. Wasu lokuta kuna son Evo, wani lokacin kuna ƙi shi, amma ba zai taɓa barin ku mara haushi ba. Maiyuwa bazai zama maigidan twine bane, amma yana da yawan tashin hankali.

Mista Haytech bashi da fenders ko kuma yawo mai fadi saboda ba zai yuwu a kashe ESP gaba daya ba. Ba a sa ran tafiya daga gefe daga gare shi. Saurayi mai hankali, siriki cikakke ... Kuma ba za mu iya mayar da su gida ba?

GUDAWA

Lokacin da tsohon direba Barnd Schneider yayi magana game da tsoffin kwanakin a cikin DTM tare da 190, ya faɗi cikin mafarkai. A cikin nostalgia don zamanin ƙarfin motsin zuciyarmu, lokacin da komai ya kasance mafi rashin tabbas fiye da yau. Don haka, daidai yake isar da ainihin samfuran silinda guda biyu. An yi Evo don zuciya. Halinsa a iyakar turawa zai iya taurare masu hali, kuma sha'awar man fetur ba ta da yawa. Wannan ba shi da iyaka daga ra'ayin zama cikakkiyar mota, amma wanda ya mallaki ɗaya daga cikin kwafin 500 ba ya so ya rabu da shi. Ba kamar tsohon soja ba, C350e ya tabbatar da abin da zai yiwu a yau idan masu zanen kaya sun mayar da hankali kan samfurin tsaka-tsakin da ke dauke da dukkanin ikon injiniya da ilimin kwamfuta. Yana da ban sha'awa sasantawa tsakanin sha'awar ƙarin iko da iyakoki na yau da kullun. A wannan lokacin, Evo ya kashe kusan maki 110, a yau matasan toshe suna siyar da Yuro 000 50 - a cikin duka biyun, kuɗi mai yawa.

Rubutu: Alexander Bloch

Hotuna: Hans-Dieter Zeifert

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